Table of Contents AUTOMATIC TRANSMISSIONS

Transcription

Table of Contents
AUTOMATIC TRANSMISSIONS
Subject
Page
A5S 360R GM 5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
System and Components Overview
Components
Case and Pan . . . . . . . . . . . . . . . .
Torque Converter . . . . . . . . . . . . . .
Vane Pump . . . . . . . . . . . . . . . . . .
Electro/Hydraulic Valve Body . . . . .
Accumulator Chambers . . . . . . . . .
Multi plate Drive and Brake Clutches
Free Wheel Clutches . . . . . . . . . . .
Planetary Gearset . . . . . . . . . . . . .
Transmission Fluid Heat Exchanger .
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.6
.6
.7
.8
.9
10
11
12
14
A5S 360R Power Flow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
GS 20 Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
GS 20 IPO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
GS 20 Input Signals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
GS 20 Output Control Signals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
CAN Bus Communication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
GS 20 Program Features Overview
AGS (Adaptive Transmission Control)
Non AGS Functions . . . . . . . . . . . . .
Adaptive Hydraulic Pressure Control .
Emergency Program . . . . . . . . . . . .
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22
22
25
26
Service Information
Transmission Fluid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
Checking Transmission Fluid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
Service & Replacement Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
Subject
Page
Diagnosis & Programming
Fault Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
Programming . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
Basic Troublshooting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
A5S 325Z 5HP 19. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .33
Converter Clutch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
Oil Pump. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .38
Clutches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
Transmission Diagram. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
Planetary Gear Set. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .42
Oil Pan. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
Transmission Weight. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .43
Position of Selector lever and Steptronic Function. . . . . . . . . . . . . . . . . . 43
Modifications to Electro-hydraulic Control System. . . . . . . . . . . . . . . . . . 43
Solenoid Valve and Clutch Logic. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .45
Electronic Control Unit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .46
Recording Turbine Speed. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .48
Programming. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .49
Modifications to the Adaptive Transmission Control. . . . . . . . . . . . . . . . . 50
System Overview with Steptronic for E46. . . . . . . . . . . . . . . . . . . . . . . . 51
Service Information. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .52
Transmission Application Chart. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
Review Questions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
A5S 360R GM 5
Model: E46 All Versions
Production Dates: 323i/Ci/Cic : 6/98 to 3/00, 323it: 1/00 to 3/01,
328i/Ci/Cic: 6/98 to 6/00, 330Xi: from 6/00,
325Xi: from 9/00
Objectives
After completing this module you should be able to:
•
List the electronic solenoids used in the valve body of the transmission.
•
Explain the purpose of the accumulator chambers.
•
Describe the installed location and operation of the range selector switch.
•
Identify the communication between the AGS and other modules in the vehicle.
•
Describe the features of the AGS driving programs.
•
Recognize the symptoms of a vehicle in the transmission emergency program.
•
Know how to check and fill the transmission fluid.
•
Understand the scope of repairs possible on the A5S 360R transmission.
INTRODUCTION
The E46 introduces a new 5 speed automatic transmission manufactured by General
Motors Powertrain division of Strasbourg, France. The transmission is designated:
•
•
A5S 360R - BMW Designation
5 L40-E: GM Designation
The transmission will be available as an option in both the 323i and 328i models from start
of production. The A5S 360R will also be available in the 1999 528i (9/98 production).
SYSTEM OVERVIEW
The A5S 360R transmission offers the following features and benefits:
•
The A5S 360R’s has a maximum torque rating of 360Nm.
•
Designed and manufactured to provide maintenance free lifetime operation,
•
Transmission fluid is designated as “sealed for life”.
•
Gradual torque converter lock up providing a controlled degree of clutch slippage and
smooth transition to full lock.
•
Torque converter variable lock up control can occur in 3rd, 4th and 5th gears.
•
New GS 20 control system designed and manufactured via a joint effort with BMW,
Siemens and GM.
•
AGS shift program logic controlled,
•
Transmission diagnostics improved due to the new E46 diagnostic concept,
•
Drivetrain management system communication via CAN
• Emergency Program (Safety Mode) activates if certain faults are present
4
Automatic Transmissions
OVERVIEW OF COMPONENTS
The A5S 360R is an assembly of the following:
•
Four case housing design (Torque converter bell housing, pump cover plate, main and
extension cases)
•
Single piece sump pan
•
Replaceable oil filter unit
•
Four element torque converter assembly with variably controlled lock up clutch.
•
Vane type oil pump.
•
Four multi-plate drive clutches with single sided friction plates
•
Five multi-plate brake clutches with single sided friction plates,
•
Four Free Wheel One Way Clutches (sprag type)
FW1
CD
CC1
CR
FW3
C1
COD
FW4
CI
FW2
LBC
CC2
C2
•
One Planetary Gearset Assembly
•
One Valve Body with solenoids for pressure regulation, shift control, torque converter
regulated lock up and reverse lock out (combined function).
5
COMPONENTS
Transmission Cases and Pan:
Made of aluminum alloy, the cases are light weight. The single piece oil pan is made of single wall sheet metal. It includes a drain plug on the bottom surface at the rear .
The oil pan is mounted to the main case by 20 bolts. Oil pan sealing integrity is ensured
by a controlled compression gasket. Cross tightening is required to ensure an even seal.
Final torque of pan bolts is 10-12 Nm.
Torque Converter:
The 4 element torque converter consists of the Turbine, Rotor,
Stator with one way clutch and Lock up clutch. Similar in
function to previous torque converters, this unit’s lock up
clutch is:
•
•
•
Fully disengaged
Variable engagement providing precise slippage,
Fully engaged (locked)
The various clutch application hydraulic pressures are regulated by the control module activated torque converter lock up
solenoid.
The torque converter is manufactured specifically for the
model it is installed in and is part number specific.
6
Vane Pump:
The A5S 360R uses a vane pump to provide the transmission main line oil supply for operation and cooling requirements. The pump rotor is mechanically driven by the torque converter oil pump drive tangs at 1:1 engine speed rotation providing pump operation.
PIVOT PIN
SLIDE
The rotor with 13 vanes is located in a recess on
the rear surface of the bell housing covered by the
pump cover plate. The rotor and vanes are
placed inside a slide mechanism. As the rotor
spins, the vanes “sweep” the oil from the pump
intake to the output along the mating surface of
the vane ends and the interior surface of the slide.
The slide is mounted on a pivot pin. As it pivots, it
changes the eccentricity of the rotor to slide mating
surface changing the pump output volume.
ROTOR &
VANES
CALIBRATED SPRING
The slide’s position is influenced by a calibrated
spring and hydraulic input pressure from the main
pressure regulator solenoid in the valve body.
The benefit of changing the slide position is to optimize pump output volume to meet the
needs of the operating conditions.
•
Max volume during
engine startup. This
condition provides a
fast priming action
of the pump for
immediate lubrication and hydraulic
pressure for operation.
•
Regulated output
volume for varied
driving conditions.
Maximum volume is
not required at all
times.
The GS 20 regulates the pump output volume as well as main line pressure regulation
7
Electro/Hydraulic Valve Body:
Located in the oil sump, the valve body is the electro/hydraulic control center for regulating
and distributing pressurized transmission fluid for activating the various clutches, torque
converter variable lock up, and regulation of main line oil pressures.
Sub components of the valve body assembly include:
•
Manual valve
•
One main pressure regulator solenoid (Pressure Regulator Force Motor Solenoid - "GM
term")
•
One torque converter regulator solenoid (also serves the Reverse Lock out function)
•
Three MV shift solenoids (When activated in a coded sequence provide shifts for 1-2,23,3-4,4-5)
•
The spool valves and springs for controlling apply pressures, activating shifts, regulating torque converter lock up, etc.
•
Four accumulator chambers for "cushioning" the transmission fluid apply pressure during upshifts 1-2, 2-3, 3-4, 4-5.
TORQUE CONVERTER
LOCKUP REGULATOR
SOLENOID
MANUAL VALVE
SHIFT
VALVE
"C"
SHIFT
VALVE
"B"
SHIFT
VALVE
"A"
MAIN PRESSURE REGULATOR
8
ACCUMULATORS
DO NOT REMOVE THESE
TWO SCREWS WHEN REMOVING
VALVE BODY FROM TRANSMISSION
Accumulator Chambers:
The accumulator chambers are similar in function to "fluid dampers". The accumulators are
used to improve shift quality by absorbing apply pressures on the multiplate clutches providing a cushioned clutch engagement.
Clutch apply fluid pressure
directed to an accumulator
piston and helped by a
spring force opposes an
accumulator fluid line pressure creating an action
similar
to
a
shock
absorber.
BLEED
LINE PRESSURE
FROM OIL PUMP
NO PRESSURE
FROM SHIFT VALVE
The apply pressure pushes the clutch piston
against the steel/friction plates causing initial engagement.
NO PRESSURE
TO CLUTCH
Once the clearance between the clutch plates is taken up by the piston travel and the
plates begin complete engagement the fluid pressure builds very rapidly.
The accumulator is connected to the clutch
apply circuit which at this
point starts to absorb the LINE PRESSURE
FROM OIL PUMP
rapidly building pressure.
BLEED
APPLY PRESSURE
FROM SHIFT VALVE
The accumulator piston
moves upward accommodating the high pressure
fluid causing a delayed
complete engagement.
SOFTENED APPLY
PRESSURE TO CLUTCH
9
Multi plate Drive and Brake Clutches:
Located in the main case are four drive
and five brake clutches. When cushioned hydraulic control pressure is
applied, the clutches engage smoothly
with a slight delay.
CLUTCH HOUSING
FRICTION DISC
CLUTCH HUB
APPLY PISTON
The valve body activates the various
drive and brake clutches in a coded
sequence to transmit engine drive
torque to the planetary gear set providing the various output shaft ratios.
OIL PASSAGE
The clutches are multiplate units with
both steel and friction plates. The friction plates are single sided.
RELEASE SPRING
INPUT SHAFT
CLUTCH RELEASED
CLUTCH
HOUSING
CLUTCH DISCS SEPERATED
APPLY
PISTON
OIL PASSAGE
CLUTCH APPLIED
ALL CLUTCH DISCS FORCED TOGETHER
OIL FORCES
PISTON TO
APPLY CLUTCH
10
PRESSURIZED OIL FOR APPLY
STEEL DISC
Free Wheel Clutches (Sprag Type):
Free wheel clutches spin freely in one
direction and lock in the opposite
direction.
SPRAGS
They consist of an inner race, an
outer race and the sprag assembly.
The sprag assembly contains individual, asymmetrically shaped wedges
(sprags).
•
•
When the inner race is driven, the
sprags allow free wheel rotation.
There is no effect on the outer
race.
END BEARING
RETAINER RING
When the outer race is driven, the
(OUTER RACE)
sprags wedge between the inner SPRAG RACE ASSEMBLY
and outer races causing them to
lock. The inner race is then driven
by the outer race.
A
Free wheel clutches are used to:
B
•
hold components stationary,
•
drive components when driven
•
SPRAG CAGE
free wheel, allowing power to spin ASSEMBLY
the inner or outer race without an
output reaction.
(INNER RACE)
INPUT SUN GEAR
The A5S 360R utilizes four Free Wheel clutches to perform various shifting and component
holding functions during the delayed, cushioned multi plate clutch engagement preventing
an interruption in the power flow during upshifts.
The clutches are identified as FW1, FW2, FW3 and FW4.
11
Planetary Gearset (Ravigneaux)
Based on the Ravigneaux design, the A5S 360R planetary gearset is made up of two sections; front & rear. It functions as a single integral assembly with a common planetary carrier and a set of common long planetary gears. It consists of the following components:
•
•
•
•
•
•
Two separate ring gears,
Two separate input sun gears (one front, one rear)
One set of three long planetary gears common to both sections (front-rear).
One set of three short planetary gears (rear)
One set of three short planetary gears (front)
One common planetary carrier.
The gearset has three possible torque inputs:
1. Planetary carrier
2. Front input sun gear
3. Rear input sun gear
Three possible reaction components:
1. Planetary carrier
2. Front ring gear
3. Front input sun gear
and one torque output:
1. Rear ring gear.
Planetary Gearset “Input - Reaction - Output” Chart
Gear
Input
Reaction
Output
Ratio
First
Rear Input Sun Gear
Planetary Carrier
Rear Ring Gear
3.45:1
Second
Rear Input Sun Gear
Front Ring Gear
Rear Ring Gear
2.21:1
Third
Rear Input Sun Gear
Front Input Sun Gear
Rear Ring Gear
1.59:1
Fourth
Rear Input Sun Gear
& Planetary Carrier
None
Rear Ring Gear
1.00:1
Fifth
Planetary Carrier
Front Input Sun
Rear Ring Gear
0,76:1
12
LONG PINION
FRONT INPUT SUN
REAR INPUT SUN
FRONT SHORT PINION
REAR SHORT
PINION
RING GEAR FRONT
RING GEAR REAR
FRONT VIEW
REAR VIEW
REAR PLANETARY PINION
(SHORT)
RING GEAR FRONT
PLANETARY CARRIER
FRONT PLANETARY PINION
(SHORT)
PLANETARY PINION
(LONG)
INPUT SUN FRONT
INPUT SUN REAR
OUTPUT SHAFT GEAR
13
Transmission Fluid Heat Exchanger:
A transmission fluid heat exchanger is
located on the bottom edge of the radiator.
Transmission fluid inlet and outlet hose
fittings are located on the driver’s side of
the transmission.
The heat exchanger provides two functions:
•
After initial start up, the transmission
fluid is warmed up by the engine
coolant as it passes through the heat
exchanger. The heat exchanger is
controlled by an integral thermostat
which regulates the transmission fluid
flow into the radiator exchanger. In
this state the heat exchanger acts as
a transmission oil heater.
•
During operation at higher temperatures, the hot transmission fluid loses heat to the
engine coolant when it passes through the heat exchanger and into the core of the radiator.
14
A5S 360R POWER FLOW
The GS 20 module controls the hydraulic valve body through electrical activation of the various solenoids. Electrical activation is based on a programmed operation map and transmission operating conditions (vehicle speed, engine load, throttle position, range selection,
AGS program logic, etc).
Engine torque is transferred by the various drive clutches when activated. The various
torque paths enter the planetary gearset as input. Simultaneously, the planetary gearset
is provided with reactionary input (held components) from the various brake clutches and
Free Wheel clutches.
The output result is five forward drive gears with progressive ratios and a single reverse
gear.
TORQUE CONVERTER
LOCK UP CLUTCH
TORQUE
CONVERTER
CI COD
LBC C2 CC2
TRANSMISSION CASE
CC1
C1
CD
CR
FRONT RING
FW4
REAR RING
SMALL
FRONT
PLANET
FW2
PLANETARY
CARRIER
LARGE COMMON
PLANET GEAR
FW3
FRONT INPUT SUN
PUMP
SMALL
REAR
PLANET
FW1
ONE WAY
CLUTCH
REAR INPUT SUN
INPUT
Range
OUTPUT
Gear Ratio
Clutches
Free Wheels
C1 C2 CI CD COD CC1 LBC CC2 CR
D/4/3/2
1
3.45:1
X
X
2
2.21:1
X
X
D/4/3
3
1.59:1
X
X
X
D/4
4
1.00:1
X
X
X
X
D
5
0.76:1
X
X
X
X
P/N
/
/
X
X
X
X
1
2
3
X
X
X X
X
X
X
X
X
Solenoids
4
A
B
C
X
TCC
OFF
ON
ON
NO
ON
ON
ON
NO
ON
OFF
ON
Y/N
OFF
OFF ON
Y/N
OFF
OFF OFF
Y/N
OFF
ON
OFF
15
TRANSMISSION CONTROL SYSTEM (GS 20)
The A5S 360R automatic transmission is
controlled by the GS 20 control module.
The acronym (GS) comes from the German
word "Getriebesteurung", meaning
Gearbox Control.
GS 20
CONTROL
The design, program development and
manufacturing of the GS 20 control system
is the result of the combined efforts of
BMW, Siemens and GM.
The GS 20 control module is located in the
E box in the engine compartment. It utilizes
the 134 pin, "SKE" (standard shell construction), modular connector, enclosure.
BMW PRODUCTION LINE LABEL
IDENTIFICATION LABEL:
•
•
•
•
•
•
•
BMW Part Number
Version Identification
Software Level
Production Date
Serial Number
Siemens Part Number
GM Part Number
Its blue connector color designates it a Transmission Control Module. The GS 20 utilizes 3
of the 5 modular connectors.
Connector 1: (X70001) 9 pins
= Power and ground connections.
Connector 4: X70004, 40 pins = Input and output control signal connections to transmission components in
the transmission and CAN to MS 42.0.
Connector 3: (X70003) uses 26 of the 52 pins = Input and output control signal connections to
components in interior compartment (shift lock, EWS interface, brake light switch).
16
ENGINE CONTROL POWER KL 87
BACK UP LIGHTS
CONTROL RELAY
TCM
(GS 20)
TO BACK UP LIGHTS
& REVERSE SIGNAL
(PDC, NAV, Electrochromatic rearview mirror)
SHIFT LOCK
KICK DOWN
MK20
EI
MS42
CAN
BRAKE LIGHT
SWITCH
BRAKE TEST
SWITCH
P/N SIGNAL
TO EWS 3.3
20
SHIFT VALVE "A" (MV1)
10
SHIFT VALVE "B" (MV2)
9
SHIFT VALVE "C" (MV3)
3
VALVE BODY POWER
HSD2
MoD
iC
DIAGNOSIS &
PROGRAMMING
DIS
MoDiC
+
RANGE
SELECTION
SWITCH
TC LOCK UP
REGULATOR
SUPPLY
+
TRANS.
INPUT
SPEED
C
6
S
11
8
B
VALVE BODY
A
MAIN
PRESSURE
REGUALTOR
TRANS.
OIL TEMP.
TRANS.
OUTPUT
SPEED
S
17
GS 20 INPUT SIGNALS
Power Supply and Grounds:
The GS 20 receives:
•
•
•
•
KL 30 (constant battery power),
KL 15 (terminal 15 of the ignition switch)
KL 87 (operating power from the Engine Control Main Relay)
KL 31 (ground connection for the control module electronics and peripheral component
operation)
The GS 20 monitors the power/ground inputs for shorts (B+ and B-), open circuits and battery voltage levels (high and low).
Range Selector Switch:
The switch is mounted inside the transmission main case on the driver’s side. This location provides precise monitoring of the Manual
valve position and is sheltered from the harsh environment under the
vehicle external of the main case. Adjustment is not required.
The range selector switch has 6 wires. The GS 20 provides the switch with 12 volts on one
wire (pin 2 of connector X70004).
X70004
Depending on the range selector posi- Park
tion, the switch provides coded high Reverse
signals over five wires to the GS 20. Neutral
The addition of the fifth wire (pin 1) is Drive
4
new compared with previous four wire
3
range selectors providing a redundant
2
P/N signal circuit.
Pin 1
X
Pin 14
X
X
X
X
X
Pin 15
X
X
X
X
Pin 16
Pin 17
X
X
X
X
X
X
X
X
X = High Signal
Electronic Brake and Brake Test Switch:
The GS 20 monitors the brake pedal position to activate sport mode, down hill recognition
and for the shift lock operation. The control module receives both the brake and brake test
hall effect sensor signals. When pressed;
· the brake light switch pulls a standing voltage in the GS 20 low,
· the brake test switch provides a high signal to a circuit monitor in the GS 20.
18
Kick Down Switch:
When the throttle pedal is pressed fully to
the floor, the kick down switch closes providing a ground signal to the GS 20.
The GS 20 recognizes the ground as a
request to provide an immediate down shift
and to switch to the AGS sport mode shifting program.
Transmission Fluid Temperature Sensor:
Located in the transmission oil sump, the NTC oil temperature sensor’s
ohmic value decreases as the temperature increases. The GS 20 monitors
the fluid temperature by sensing the voltage drop across the sensor causing a standing monitor voltage to "bleed" to ground. Rise and fall of the
standing voltage value is a direct correlation of the fluid temperature.
Detection of high fluid temperature modifies the torque converter regulation control and
modifies the shift program to aid in reducing transmission fluid temperature.
If the signal becomes impaired, the GS 20 applies a substitute temperature value based on
Engine Temperature via CAN and stores a specific fault code.
Transmission Input and Output Speed Sensors:
The transmission speed sensors (turbine and output shaft) are analog inductive sensors that produce an AC sine wave similar to an ABS/ASC wheel
speed sensor. The AC signal frequency is proportional to the rotation speed
of the monitored components .
•
The turbine speed sensor scans a pulse wheel attached to the forward clutch housing.
•
The output shaft speed sensor scans a pulse wheel attached to the rear ring gear.
The GS 20 monitors these signals along with the engine speed signal (CAN) to calculate
transmission slip ratio for plausibility and for the adaptive pressure control function.
The sensors are monitored for plausible signals, opens and shorts. Specific fault codes are
stored for defects with these sensors.
19
GS 20 OUTPUT CONTROL SIGNALS
Valve Body Solenoid and Pressure Regulator Control
The GS 20 activates the 3 shift solenoids by individual switched
ground output control signals.
The Main Oil Pressure and Torque Converter Lock up regulators are
controlled by a Pulse Width Modulated (PWM) control to ground.
PWM control modulates the hydraulic control pressures based on the
current AGS shift program and maintains adaptive pressure control.
Shift Lock Solenoid Control:
The shift lock feature prevents the unintentional movement of the shifter from Park or
Neutral.
When KL 15 is switched on, the shift lock is
engaged, when the brake pedal is pressed,
the GS 20 releases the ground control circuit of the shift lock solenoid unlocking the
shift gate. Additionally, above 2500 RPM,
the selector lever remains locked in Park
even if the brake pedal is applied.
P/N Signal:
As an output function, the GS 20 provides the EWS 3.3 with a switched high/low signal for
P/N status.
•
•
P or N = high
all other ranges = low.
The EWS 3.3 provides the P/N safety feature preventing the starter motor from operating
unless the shifter is in P/N (high signal).
Back Up Light Relay Control:
As an output function, the GS 20 provides a switched ground to activate the control circuit
of the back up light relay when the range selector is in R. The Back Up Light Relay provides power directly to the back up lights. The lighting circuit is also used as a high signal
indicating Reverse status for PDC, NAV and the electro chromatic rearview mirror systems.
20
CAN BUS COMMUNICATION:
The E46 utilizes the now familiar “twisted pair” CAN bus wiring configuration for drivetrain
and instrument cluster communication interface. The MS 42.0 to GS 20 link is a dedicated CAN circuit. The MS 42.0 is the gateway for data exchange between the GS 20 and
Mark 20 EI (traction control) and the Instrument cluster.
80
100
12
0
20
2
120 140
160
180
80
60
4
5
1/min
x1000
120
6
1
200
40
11
3
100
60
40
220
240
20
UNLEADED GASOLINE ONLY
km/h
140
0
50 30 20 15
7
12
MPH
CAN bus data exchange for the GS 20
includes:
•
•
•
•
•
•
•
•
•
•
•
•
Engine Speed (input),
Engine Temperature (input),
Accelerator pedal position and rate of
application (input),
Engine intervention signalling (input and
output)
Shift delay for traction control and warm
up phase (input)
Active shift program (output)
Cruise control requirements (input)
Turn recognition (input)
Current Range and program selection (output)
Torque Converter lock up signalling (output)
Transmission fault indication lamp (output)
etc..
21
GS 20 Program Features Overview
AGS (ADAPTIVE TRANSMISSION CONTROL)
The GS 20 adaptive transmission control feature automatically selects suitable shifting programs based on driving style, selected range, monitored signal activity and road/environmental conditions. Advantages to the AGS shift control include:
•
•
•
•
Shift points adapted to the driving style
Improved safety - no unwanted up shifting while in a tight curve,
Automatic determination and selection of the winter program for better driveaway traction and reduced shift activity.
Improved comfort - Starting in second gear in stop and go traffic.
The AGS can be divided into two functional groups:
1. Driver influenced features
2. Features that react automatically to the driving style and environmental conditions.
DRIVER INFLUENCED FEATURES OF AGS
The adaptive drive program is based primarily on throttle input from the MS 42.0 control
module via the CAN bus. The calculated rate of pedal position change influences the selection of the shift points.
Moderate movement
causes moderate
downshifts while a
quick application of
the throttle initiates a
downshift.
The GS 20 also
monitors braking
and kickdown
request.
Economical driving: Shifter in D. Drive with slow application of throttle. This provides low
and comfortable shift points providing high fuel efficiency.
Quick accelerator pedal activity automatically leads the GS 20 into the intermediate power
mode. Based on this input data, the AGS automatically selects a sporty shift strategy.
Sport: Shifter in "D", shift points are higher to take advantage of the full engine performance. The sport program is also immediately activated by a kick down request or excessive braking.
22
The AGS driving programs are not adapted on a long term basis - nor is it stored
in the GS 20 control module memory when the ignition key is switched off.
The GS 20 continuously monitors the driving style and adapts to meet the current
driver requirements.
AGS FEATURES THAT REACT TO OPERATING CONDITIONS
Stop and Go Driving: This feature is activated by a defined sequence of shifts which are
as follows:
•
Upshift from first to second - followed by a downshift from second to first - followed by
another upshift from first to second. This is then followed by the vehicle coming to a
complete stop.
After this sequence, the transmission will stay in second gear. The GS 20 AGS program
has recognized stop and go driving and this function prevents excessive shifting during
heavy traffic conditions. The second gear start is cancelled when:
•
•
The throttle pedal movement exceeds limits (quick step on the pedal)
The range selector is moved to P, N or R.
Curve Recognition: This feature is activated when the GS 20 detects a variation of front
wheel speeds via the CAN bus. The Mark 20 EI control module broadcasts the wheel
speed sensor signals and their speed variations for any control module programmed to
monitor this condition. When curves are recognized, the GS 20 inhibits up shifting until the
front wheel speed signals equalize indicating the vehicle is driving straight ahead. This feature enhances the vehicle handling characteristics when cornering at higher speeds.
Winter Drive Program: Wheel slip is calculated by the GS 20 based on wheel rotation
data provided by the traction control system via CAN bus. The GS 20 modifies shift characteristics to match winter mode for better traction. When active, the transmission will
start in second gear and the shift points are lowered. The purpose of this program is to
improve the drivability of the vehicle with slippery road conditions.
Cruise Control Program: When cruise control is activated, the MS 42.0 control module
communicates this status via the CAN bus. The GS 20 activates a program suitable for
active cruise control operation preventing pendulum locking/unlocking of the torque converter and minimizes up/down shifting. Additionally, the MS 42.0 can request a downshift if
the vehicle speed exceeds the set speed limit when coasting downhill.
Hill Recognition Program: The GS 20 activates this feature when it detects a high engine
load condition at lower road speeds. When the vehicle is traveling up hill the shift points
are raised to prevent repetitive up/down shifting.
23
NON AGS FUNCTIONS
The following features are part of the GS 20 automatic control system - but not AGS specific control features.
Manually Selected Extra Sport Program: Longer delay shift pattern with higher engine
RPM. This program is similar to the AGS detected sport program but requires the driver to
move the range selector from D to 4th gear or lower.
This program automatically returns to AGS shift program selection when the shifter is
returned to the D position.
Engine Warm Up Cycle: Based on the detected engine coolant temperature (CAN), the
shift points are raised during cold engine operation. This is implemented to speed up the
warm up cycle of the catalytic converter.
Downshift protection: If the driver moves the range selector to a lower gear at higher
vehicle speeds, the GS 20 delays the down shift until the road speed drops below a programmed value. This feature protects the powertrain from unnecessary loads ensuring long
life operation.
24
ADAPTIVE HYDRAULIC PRESSURE CONTROL:
The GS 20 monitors engine speed via the CAN bus along with the transmission input and
output speed signals simultaneously to determine the slip ratio and slip time during a shift.
Slip ratio and slip time are influenced by production related differences between transmissions and by aging.
The comparison of target & real slip allow the GS 20 to perform the adaptive pressure control function by modifying the PWM control of the main pressure regulator solenoid increasing the clutch apply pressures to compensate for internal slip. The adaptive pressure control function optimizes the shift quality and increases the life span of the clutch plates.
The adaptive pressure control feature is not an AGS function.
Clearing adaptation values with the DIS or
MoDiC only clears this pressure control
adaptation values. Clearing these values
can lead to bad shift quality until the shift
pressure is again optimized by the adaptation.
25
Automatic Transmisions
EMERGENCY PROGRAM (SAFETY MODE)
If a malfunction causes the GS 20 to activate the Emergency Program, the
transmission fault indicator and the Check Engine Light in the instrument cluster
both illuminate (CAN signal activation) and electronic control terminates.
The transmission shifts manually in the following sequence:
•
•
•
For range selector lever positions D, 4, 3 or 2, Fifth gear is immediately activated (no
electrical control). P, R and N positions operate normally.
Torque converter lock up clutch is not functional
Reverse lock out is also not functional.
If the vehicle is stopped and restarted with this condition, the vehicle drives normally until
the condition that initially caused the Emergency Program activation is once again detected.
If the initial problem was a power down of the GS 20 control module, the transmission will
shift manually in the following sequence:
•
•
•
For range selector lever position D, 4, 3 or 2, Fourth gear is immediately selected. P, R
and N positions operate normally.
Torque converter lock up clutch is not functional
Reverse lock out is also not functional.
26
SERVICE INFORMATION
TRANSMISSION FLUID:
•
Initial production transmissions are factory filled with DEXRON III.
•
Later production transmissions will be factory filled with Texaco ETL-7045 lifetime oil.
When the transition occurs, the fluid type will be noted by a label change on the transmission pan indicating the actual fluid type in the transmission.
Transmissions filled with Texaco 7045 Dexron III can be "topped off" with the Texaco ETL7045 oil if required after performing the oil level checking procedure with the DIS/MoDiC.
Fill Capacity:
Approximately 7 liters (not including torque converter)
Approximately 8 liters (including torque converter)
CHECKING TRANSMISSION FLUID LEVEL:
The Drain and Fill plugs are located as
shown:
Checking the transmission fluid level
requires the fluid temperature be
between 30OC and 50OC.
•
Connect the DIS or MoDiC to the 20 pin
diagnostic connector of the vehicle.
•
From the diagnosis start screen identify
the vehicle and press the continue arrow.
•
From the vehicle identification screen
press the continue arrow.
•
From the Fault Symptom Selection Menu press the "Function Selection" button on the
bottom left of the screen.
•
From the "Operations" column, select "Service Functions", then "Drive", then "Electronic
transmission control"
•
Then select "Oil Level Check" from the Components list on the right side of the screen
and press the "Test Schedule" button.
•
From the Test Schedule listing, select "Oil Level Check" and press the continue button.
•
Select 1. Oil Level Check by pressing the #1 button. Follow the instructions on screen
to carry out the oil level check procedure.
27
SERVICE AND REPLACEMENT PARTS
For a severely malfunctioning A5S 360R transmission, the service procedure is to exchange
it with a replacement core once an authorization has been obtained. However, there are
replacement parts available for Limited Service Repairs.
Transmission Identification:
As with all BMW transmissions, an identification plate is attached to the transmission housing. The plate provides a two character alpha code signifying identification.
Refer to the alpha code when ordering a replacement transmission. This code must be
checked against the parts system verifying the code is correct for the specific vehicle and
for possible code/part number supersession.
The ID plate of the A5S 360R provides the following data:
TWO CHARACTER
ALPHA CODE
BMW PART NUMBER
GM PART NUMBER
SERIAL NUMBER
TRANSMISSION CONTROL
CALIBRATION CODE
Alpha codes for the E46 as introduced are
“SW” for the 328i and “SX” for the 323i.
28
SW
Limited Service Repairs:
Minor electrical and mechanical repairs can be performed on the A5S 360R. The following
are included in the repair scope of the A5S 360R:
Service Parts: Oil Filter unit, Pan Gasket, Oil Filler and Drain plugs with seals.
Oil Leaks: Radial Seals and Gaskets
Mechanical Faults: Torque converter core replacement, Parking Pawl mechanism,
Hydraulic control faults - Valve Body Replacement
Electrical Faults - Shift Solenoids. Torque converter pressure regulator and Main Line oil
pressure regulator, Wiring harness (fluid temperature sensor), Range Selector Switch,
Turbine and output speed sensors.
29
DIAGNOSIS AND PROGRAMMING
The E46 diagnostic concept provides an minimization of Fault Symptom selections based
on areas of selection. Follow the test schedule provided by the DIS / MoDiC. The test
schedule is based on the selected fault symptom and stored fault codes.
FAULT CODES: The GS 20 monitors the A5S 360R and interfacing systems. When
faults are detected, the GS 20 stores the following fault codes
Fault Codes
BMW Code
30
Description
DTC
Hex code
61
None
3D
96
P1750
60
System Voltage Low
96
P1751
60
System Voltage High
Transmission Fluid Over Temperature
80
P1749
50
TCM Memory RAM/ROM/Programming fault
81
P1748
51
TCM NVM not Copied to RAM at Startup
60
P0705
3C
Position Switch Assembly
(Range Switch signal not plausible or faulted)
34
None
22
Fluid temperature Sensor Circuit Voltage Low/High
33
P0715
21
Transmission Input Speed Sensor Circuit
32
P0720
20
Transmission Output Speed Sensor circuit
150
P0727
96
CAN - Engine Speed Signal
50
P0731
32
Incorrect 1st Gear Ratio
52
P0732
34
Incorrect 2nd Gear Ratio
53
P0733
35
Incorrect 3rd Gear Ratio
54
P0734
36
Incorrect 4th Gear Ratio
55
P0735
37
Incorrect 5th Gear Ratio
48
P0740
30
Torque Converter Clutch System - Mechanical
0
None
1
Main Pressure Control solenoid circuit
129
P1747
81
CAN Time out DME / TCM
CAN Time out Instrument Cluster
131
None
83
130
None
82
CAN Time out ASC
144
P1747
90
CAN BUS ERROR Protocol
145
None
91
CAN Torque Reduction Signal
146
None
92
CAN Engine Torque Signal
19
None
13
Shift Lock Control Solenoid/Circuit
147
P1765
93
CAN Throttle Position Signal
148
None
94
CAN Engine Coolant Temperature Signal
CAN Wheel Speed
149
None
95
151
None
97
CAN Brake Switch
113
None
71
Kickdown switch circuit malfunction
83
P1746
53
Shift Lock Power Control Solenoid Circuit High
84
P1746
54
TCC/Shift Solenoid Power Control Circuit High
16
P0753
10
Shift Solenoid ‘A’ Control Circuit Low/High Voltage
17
P0758
11
Shift Solenoid ‘B’ Control Circuit Low/High Voltage
4
P0743
4
Torque Converter Clutch PWM Solenoid Control
Circuit
18
P0763
12
Shift Solenoid ‘C’ Control Circuit Low/High Voltage
GS 20 PROGRAMMING:
The control module must be programmed to update resident program data in an existing
or after replacing a defective GS 20 control module. As with previous systems, the fault
memory must be cleared and the system fully functional.
Connect a battery charger to the vehicle prior to programming to ensure adequate voltage
supply during the programming procedure. When programming is completed, clear the
system adaptation values using the DIS or MoDiC.
Always make sure the programming software is the latest version.
31
BASIC TROUBLESHOOTING
• Always personally verify the customer complaint.
•
Always verify that the complaint is truly a system malfunction.
• Perform a Quick Test to determine if the vehicle systems have logged fault codes.
•
Call up the faulted system or appropriate test schedule to verify the correct control
module is installed in the car.
•
Follow the Diagnostic Information System (DIS) on screen instructions and perform all
tests as specified.
•
Use the DIS and fault symptom diagnostic procedures as trained.
•
Follow the appropriate test module procedures for systems that malfunction but fail to
set faults in memory.
•
To get a thorough understanding of automatic transmission issues, a GM or ZF
Technical Specialist must be contacted whenever a vehicle is brought into the workshop
with an automatic transmission related concern. Always have the printouts of fault
codes stored in the DME and EGS and the transmission serial number available when
calling.
•
If there is no Service Information Bullitin published which addresses the specific
complaint, do not make any repairs to a 5 speed automatic transmission prior to
contacting a GM or ZF Technical Specialist. Contacts may be made by calling the
BMW Technical Hotline: 1-800 472-7222
32
A5S 325Z 5HP 19 ZF TRANSMISSION
Model: E46 All Versions
Production Dates: 323i/Ci/Cic : 3/00 to 8/00, 323it: from4/01,
330i/Ci/Cic: from 6/00, 325i/Ci/Cic: from 9/00
Objectives
After completing this module you should be able to:
•
Recognize the differences between the torque converters used in the 323i/325i and
the 330i.
•
Understand the purpose of overlap shifts.
•
Describe the method used to program the control unit.
•
Know how to check and fill the transmission fluid.
1. A5S325Z Automatic Transmission
1.1 Automatic
Transmission
A5S325Z
The A5S325Z automatic transmission was jointly designed
by BMW and ZF for BMW six-cylinder models with a power
output of up to 150 kW/204 bhp. It has electronic-hydraulic
control and operation, as is usual for BMW. In addition, it is
fitted with an adaptive transmission control system of the
kind used, for instance, in the A5S440Z.
The new automatic transmission offers:
-
Better shifts
Enhanced dynamics
Improved fuel economy
Quieter operation
KT-2352
Fig. 1: A5S325Z Automatic Transmission
34
3
5
7
6
8
9
11
12
13
10
14
1
4
2
3
15
22
21
2019
18 1716
KT-2507
Fig. 2: A5S325Z Transmission
1
Torque converter housing
12
Clutch G
2
Turbine
13
Clutch F
3
Impeller
14
Output flange
4
Torque converter clutch
15
Output speed sensor
5
Transmission case
16
Single planetary gear set
6
Clutch C
17
Oil filler plug in side of oil pan
7
Clutch B
18
Oil pan
8
Clutch E
19
Turbine speed sensor
9
Clutch A
20
Oil filter
10
Planetary gear set
21
Drain plug
11
Clutch D
22
Shift unit
35
4
Technical Data:
Transmission
type
automatic passenger-car transmission with five
gears as standard.
Torque capacity
max. torque
300 Nm at
3500 rpm
max. output
150 kW/204 bhp at
6000 rpm
Torque converter
Transmission
ratios
2.8 lt.
W254 with double CTC
2.5 lt.
W254 with single CTC
2.0 lt.
W254 with single CTC
first gear
3.67
second gear 2.00
third gear
1.41
fourth gear
1.00
fifth gear
reverse
4.10
0.74
Selector
positions
P-R-N-D and Steptronic
Control
electronic-hydraulic with adaptive control
Weight
On tow
transmission
61.7 kg
torque
converter
10.4 kg
oil
06.9 kg
total approx.
79.0 kg
200 km at 70 km/h
36
5
1.2
Converter
clutch
As in all automatic transmissions, power is transmitted via
the torque converter with converter clutch and via the drive
and brake clutches to the planetary gear and on to the
output flange.
The basic functions of the torque converter and the torque
converter clutch are described in the training manual "BMW
Automatic Transmission: Design and Function".
The features in which the torque converter and torque
converter clutch differ from the A5S310Z are as follows.
- The weight of the torque converter has been reduced and
the converter clutch has no torsion dampers, so the mass
moment of inertia has been optimised.
- No torsion damper in the torque converter clutch, further
optimising the mass moment of inertia.
- This transmission permits oil flow to continue when the
torque converter clutch closed. This reduces the oil
temperature in the torque converter.
The torque converter clutch linings have small ducts to
permit this flow of oil.
- The torque converter clutch is closed in third, fourth and
fifth gears. As in the A5S440Z, clutch closure is slipcontrolled.
Control is in the speed range from approximately
25 km/h to approximately 120 km/h, depending on the
load situation. The torque converter clutch is always
closed at speeds in excess of 120 km/h.
- The torque converter clutch for the 2.8 litre has two
linings (as in the A5S440Z). The version for 2.5 litre and
2.0 litre models has only one lining. This lining is on the
torque converter housing, not (as in the A5S310Z) on the
clutch.
KT-2506
KT-2510
Fig. 3: Torque converter clutch 2.5 litre (left) and 2.8 litre (right)
37
Automatic Transmissions6
1.3
Oil pump
The basic clutch functions are described in the training
manual "BMW Automatic Transmission: Design
and Function".
The delivery rate of the oil pump has been increased from
16 cm per revolution to 24 cm per revolution. This higher
delivery rate means that a controlled converter clutch can
be used.
The pump draws in oil via a filter and discharges the pressurized oil via a flow control valve which returns excess oil
not needed at high engine speeds to the pump intake side.
The flow control valve directs the pressurized oil via the
main pressure valve in the hydraulic shift unit. This valve
regulates the oil pressure and returns excess oil to the
intake duct, releasing energy to increase pressure on the
intake side in the same way as the flow control valve. This
increase in pressure prevents cavitation and reduces noise.
5
7
KT-2487
Fig. 4: Oil pump
1
Retaining ring
6
Needle bearing
2
Shaft seal
7
Impeller
3
Round seal
8
Centring pin
4
Pump housing
9
Corrugated washer
5
Pump ring gear
38
7
1.4
Clutches
The basic clutch functions are described in the training
manual "BMW Automatic Transmission: Design
and Function".
The ring-type multi-disc clutches A-B-E and F are drive
clutches which transmit engine power to the planetary gear
set. Clutches C-D and G are brake clutches which brace the
torque against the transmission case.
Shifts from first to second gear are assisted by a freewheel.
In these shifts, therefore, there is no clutch overlap.
Shifts from second to third, from third to fourth and from
fourth to fifth are overlap shifts. This means that one clutch
must continue to transmit drive at reduced main pressure
until the other clutch engages.
The transmission dispenses with brake bands, which has
led to improved shift quality.
39
8
3
2
1
5
4
7
6
KT-2493
Fig. 5: A5S325Z clutches
1
Clutch A
5
Clutch E
2
Clutch B
6
Clutch F
3
Clutch C
7
Clutch G
4
Clutch D with freewheel
Tolerance limits for the dished-spring forces were reduced
for all clutches, so fill-pressure tolerance is down. The gap
is now set by the snap ring so fill volume tolerances are
narrower. The increase in wear reserves boosts operational
dependability and transmission durability.
40
9
1.5
Transmission
diagram
D
CTC
C
G
F
B
A
E
KT-2381
Fig. 6: A5S325Z transmission diagram
Closed shift elements:
Gear
Clutch
A
B
Brake
C
1
●
2
●
●
3
●
●
4
●
❍
E
F
❍
●
G
1
●
●
●
●
●
5
R
D
Freewheel
●
●
●
●
●
= depending on operating status
41
10
1.6
Planetary
gear set
The basic functions of the planetary gear set are described
in the training manual "BMW Automatic Transmission:
Design and Function".
As in the A5S310Z, the A5S325Z transmission uses a
Ravigneau planetary gear set.
The bearings of the planetary gears have been improved in
this transmission (e.g. double bearings for short planet
gears and cage bearings for long planet gears). These
design modifications reduce gear noise and improve driving
characteristics.
Tail planetary gear set
The tail planetary gear set consists of a sun gear with its
four planet gears, a planet spider and a ring gear.
KT-2488
Fig. 7: Planetary gear set with tail planetary gear set
The planetary gear set consists of the following
components:
-
Ring gear
Small sun gear
Large sun gear
Planetary gears
The tail planetary gear set consists of the following
components.
-
Ring gear
Planetary gears
Spider
Sun gear
42
11
1.7
Oil pan
As in the A5S440Z, the A5S325Z has a flat gasket for the oil
pan. This modification maximizes the sealing properties.
In order to enhance accessibility for maintenance
personnel, the oil filler plug is in the side of the oil pan.
1.8
Transmission
weight
At approximately 79.0 kg, the A5S325Z is about 5 % lighter
than the A5S310Z. This increases fuel economy.
1.9
Position of
selector lever
and Steptronic function
The position of the selector lever and the Steptronic
function are the same as in the A5S310Z.
1.10 Modifications
to electronichydraulic
control
system
The basic functions of the electronic-hydraulic control
system are described in the training manual
"BMW Automatic Transmission: Design and Function".
Hydraulic shift unit
The A5S325Z has three solenoid valves and four electrical
pressure control valves to control the shift unit. Two of the
pressure control valves are for gear shifts. One controls the
modulation pressure and one operates the torque converter
clutch. Controlled converter clutch operation would not be
possible without a pressure control valve.
43
12
D
B
A
E
C
F
G
HV-G
HV-C
KV-G
D-EDS3
SV-2
KV-C
D-EDS2
1
RG-V
SV-3
ZS-V
ZV 5-4
SV-1
MOD-V
F1
SCHM.-V
DR-V2
MV 1
MV 2
D-EDS1
ZV 4-5
MV 3
2
HD-V
EDS-1
WD-V
SV-WD
EDS-2
WS
WK-V
DR-V1
EDS-3
F1
D
N
R
3
P
EDS-4
5
D-EDS4
6
4
7
1 23DNR P
KT-2619
Fig. 8: Hydraulic system
Key
1
Clutch valve with damper
2
Torque converter
3
Oil cooler
4
Lubrication
5
Electronic control unit
6
Pump
7
Position switch
Key to abbreviations
MV
Solenoid valve
EDS
Pressure switch
WS
Selector lever
D-EDS
Damper for pressure actuator
HV
Retaining valve
KV
Clutch valve
SV
Shift valve
ZS
Thrust/coasting valve
ZV
Thrust valve
MOD-V
Modulation valve
SCHM.-V
Lube-oil valve
RG-V
Valve for reverse lockout
DR-V
Pressure relief valve
HD-V
Main valve
WD-V
Torque converter pressure valve
WK-V
Torque converter clutch valve
Breather
Restrictor
Baffle
Branch
44
13
1.11 Solenoid
valve and
clutch logic
A5S325Z
SOLENOID VALVE LOGIC
POS/
GEAR
MV
CLUTCH LOGIC
EDS
Clutch
Freewheel
Brake
1
2
3
1
2
3
4
A
B
E
F
C
D
G
1g
R=
Reverse
★
-
-
★
-
★
-
-
★
-
-
-
★
★
-
N = Neutral
★
★
-
★
-
★
-
-
-
-
-
-
-
★
-
D, 1st gear
★
★
-
★
-
★
-
★
-
-
-
-
-
★
★
D, 2nd gear
★
★
-
★
★
★
-
★
-
-
-
★
-
★
-
D, 3rd gear
-
★
-
★
★
-
(★)
★
-
-
★
★
-
-
-
D, 4th gear
-
-
-
★
-
-
(★)
★
-
★
★
-
-
-
-
D, 5th gear
★
-
★-★
★
★
-
(★)
-
-
★
★
★
-
-
-
2, 1st gear
★
-
-
★
-
★
-
★
-
-
-
-
★
★
(★)
D, 5-4 drive
★
-
★
★
★
-
(★)
✪
-
★
★
✪
-
-
-
TC
-
-
-
-
-
-
★
-
-
-
-
-
-
-
-
45
14
1.12 Electronic
control unit
A new control unit is used for A5S325Z transmissions. This
control unit has also been fitted to A5S440Z transmissions
since model year '98. The new control unit has a modular
plug-in system with five chambers. Not all the plug modules
are used in the automatic transmission control unit. The
ground connections in module 1 are longer. This ensures
that these pins are the first to make contact when the plug
is pushed onto the control unit.
M1
M2
M3
M4
M5
KT-1468
Fig. 9: Plug
Key
M1
Module 1
M4
Module 4, automatic transmission
M2
Module 2
M5
Module 5
M3
Module 3, body
1
Pins used
2
Pins not used
These new high-end standard control units have shorter
access times on account of a new, more powerful 32-bit
processor with 256 k memory and a program run time of
approx. 10 ms. The old control units had an 8-bit processor
with 64 k memory and a run time of approx. 24 ms.
The new control units exclude the possibility of skip downshifts, for example from fifth to third. Downshifts can only be
sequential through the gears.
The control units optimise shift quality. The transmission
reacts faster to load changes when, for example, the driver
allows the car to coast and then immediately presses the
accelerator pedal to the floor. Under these conditions, the
A5S310Z transmission shifted up a gear and then shifted
back down. The A5S325Z transmission cancels the upshift,
so the transmission remains in the original gear. Shift
transition control, too, has been improved, and clutch
draining and filling are better matched. These measures
have considerably enhanced levels of shift comfort.
46
15
①
②
KT-2490
Fig. 10: Shift transition
Key
1
Gear signal
2
Turbine speed
3
Clutch opening under pressure
4
Clutch closing under pressure
5
Slip speed
6
Synchronization point
①
Controlled load transfer (CLT)
②
Controlled load shift (CLS)
47
16
1.13 Registering
turbine speed
A Hall sensor (1) registers turbine speed (spider speed) in
the A5S325Z transmission. The magnetic pole wheel (3) at
cylinder A (4) rotates at turbine speed and generates a pulse
frequency. This pulse frequency is registered by the Hall
sensor through the non-magnetic bowl (2).
This innovation enables speed to be measured much more
accurately than was the case with the A5S310Z transmission.
Synchronisation, in turn, can be calculated to a much finer
degree of precision. Shift quality benefits accordingly.
to EGS
Distance a
KT-2354
Fig. 11: Registering turbine speed
Key
1 Hall sensor
4
Cylinder A, rotating at
turbine speed
2 Non-magnetic bowl
5
Turbine speed
3 Magnetic ring with 18 pole pairs
uniformly spaced around the
circumference
6
Bowl speed
48
17
1.14 Programming
Flashcode programming is the same as that used for the
GS 8.55 control unit for the A5S440Z automatic transmission. The programming procedure is largely an adaptation of digital engine management programming with
features tailored to electronic transmission control. As in
digital engine management, flashcode control units can be
programmed 14 times.
Note:
The adaptation values always have to be
deleted once the electronic transmission
control unit has been programmed. The control
unit has to re-adapt after the adaptation values
have been deleted. The control unit adapts
automatically when the car is on the road.
It is, however, advisable to perform a test run
covering upshifts and downshifts through all
the gears.
The CAN bus is interrupted during programming, with the result that a CAN error
is stored in the control units connected
(ABS/ASC, DME etc.). Programming should
always be followed by diagnosis to clear
the fault memories of all the control units
connected to the CAN bus.
49
18
1.15 Modifications
to adaptive
transmission
control
How adaptive transmission control for A5S325Z transmissions differs from the implementation for A5S310Z
transmissions.
The basic function of adaptive transmission control is
described in the training manual "Adaptive transmission
control unit".
Adaptive transmission control is the same as that implemented for the A5S440Z transmission. This transmission,
therefore, has two adaptation modes for the A and S programs.
A program
Basic shift characteristic XE and shift characteristic E
are selected in the A program.
It is not possible to switch to the S or XS shift
characteristics.
S program
Basic shift characteristic S and performance-oriented
shift characteristic XS are selected in the S program.
It is not possible to switch to the XE or E shift
characteristics.
50
19
1.16 System
overview
with Steptronic for E46
KT-2351
Fig. 12: System overview with Steptronic for E46
Key
1
Ignition
11
Solenoid valves
2
DME master relay
12
Pressure regulator
3
Starter motor
13
Hall sensor
4
Electronic immobiliser
14
Inductive sensor
5
Shift lock
15
Temperature sensor
6
Selector lever and Steptronic
16
Selector lever switch
7
Auto down
17
Reversing light in E46
8
Manual gate
18
Instrument cluster
9
Auto up
19
ASC
10
Transmission control unit
20
DME
51
20
2
Service
Information
INFORMATION
5HP19 for M52B25 Specifications
Transmission Type
Transmission Torque Capacity
Torque Converter
Transmission Weight
Transmission Ratio
Transmission Oil
Filler plug torque
Drain plug torque
5 speed automatic, AGS 8.60.4 adaptive transmission control
Torque(max) at 3500 RPM = 300NM
254 mm dia. with slip controlled lock-up clutch
78.9 kg (with oil)
1st gear
3.67
2nd gear
2.00
3rd gear
1.41
4th gear
1.00
5th gear
0.74
Reverse
4.10
Lifetime Fill – Esso ATF LT 71141
BMW P/N 83 22 9 407 807
35NM
30NM
Fluid checking procedure is the same as A5S560Z, A5S440Z or A5S310Z. Refer to SIB 24 07 98.
The 5HP19 can be identified by the “ribbed” pan(1).
Drain plug location (2).
The 5HP19 identification tag (1) is located on the left
rear of the transmission.
The filler plug (2) is located on the left-rear side
(driver-side) of the transmission.
52
Transmission Application Chart
Trans.
Model
4HP 24 E9
A4S 310R
Vehicle
750iL (E32)
850i, Ci
525i (E34)
M50,
M50 TU
M50
M50 TU
M42
M52
M52/TU
M52
M44
M52/TU
M52TU
M54
M54
M54
M52TU
M54
M54
1997-99
1999-2000
9/00-3/01
200120019/99-9/00
9/00-3/00
2001-
A5S 360R
390R
A5S 310Z
530i, it, (E34)
M3
M3
323i (E46)
325i/330i (E46)
525i/530i (E39)
840Ci (E31),
540i (E39),
740i/iL (E38)
X5 4.4i
740i/iL (E32)
540i (E34)
840Ci
740i/iL (E38)
M60
S50 US
S52
M52TU
M54
M54
M62
M62/TU
M62/TU
M62TU
M60
1994-95
1995
1996-99
3/00-9/00
6/003/019/96-End prod.
19971/97-2001
20001993-94
1994-1995
1994-1995
1995-1996
A5S 325Z
A5S 440Z
A5S 560Z
750iL (E38)
M73/TU
1995-2001
840Ci (E31)
M62
1996-8/96
850Ci (E31)
M73
1995-End prod.
318i,is,ic (ti 95)
328i,(is,ic, -97)
Z3 2.3/2.8
323is,ic
318i,(is,ic, -97),ti,
Z3 1.9
528i (E39)
323i/328i (E46)
325it (E46)
325xi/it/330xi (E46)
Z3 2.5/3.0
528i (E39)
525i/530i (E39)
X5 3.0i (E53)
M70
Model Year
1988-94
1990-94
1990-92
1993-95
1992
1993-95
1992-95
1996-98
1997-2000
1998-99
1996-99
325i,is,ic
A4S 270R
Engine
M60
53
Review Questions
1. How does the vane pump of the A5S 360R transmission regulate fluid volume?
2. What type of signal is used to control the pressure regulator solenoid? What happens
to the fluid pressure if the control signal is switched off?
3. Describe how the transmission fluid heat exchanger operates.
4. How can the AGS/TCM module be distinguished from the DME/ECM?
5. Why does the AGS module monitor the brake pedal switch?
6. If no repairs are performed to the transmission, why is clearing the adaptation values not
recommended?
7. What steps must be performed before determining a transmission needs to be
replaced?
8. What is the difference between the torque converter lockup clutch between the two
engine displacements?
54

Table of Contents AUTOMATIC TRANSMISSIONS

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